Automatic train control



. Dec. 13, 1-927.

- 1,652,948 J. S-LONDON AUTOMATIC 1mm CONTROL 7 Filed May 12,. 1926 5'Sheetg-5heet 1- Jam $50M);

"mass;

Dec. 13, 1927. 1,652,948

J. 5. LONDON AUTOMATIC TRAIN GUNTROL Filed May 12. 1926 3 Sheets-Sheet.

Patented Dec. 13, 1927.

Jenn s. LQNDOl \T, or roar annvisl, NEW YO AUTOMATIC TRAIN CONTROL.

Application mem 12,v

This invention relates to improvements in automatic train control and has particular referencefto a reduction governor for autor matic brake- Valves.

The primary ob ect ofthe invention resides 111 21 suitable automatic mechanlsm for use, in connection with the engineers brake valve, which automatically operatest-he Valve in amanner similar to the engineers manual 19% operation of the same, that is, on the split reduction principle wherein a predetermined amount of air pressure is released to .move

the air brakes. to a set position, and after which the emergency pressure is applied in timed relation, to the initial pressure to set up the necessary brak ng action for bringing the train to a quick stop, in the event that ,the train should accidentally enter. a chargedv pressure it so desired. It will, therefore, be seen thatwhen the automatic means 1s operated, it is beyond the control of the engineer to release the brakes until such time as it is'safe to proceed. v

Another object of the invention is to provide automatic mechanism which may be installed on trains now in use without necessit-ating radical changes in construction to the equipment nowemployed for manually applying the brakes, thus making the cost of installation relatively inexpensive.

Viththese and other objects in View, the 40 'tion and combination and arrangement ot parts, the essential features of which are hereinafter fully described, are. particularly pointed out in the appended claims, and are in the accompanying drawing, 1n

illustrated which Figure 1 is a diagrammatic View of an air brake applying apparatus with my automatic mechanism applied thereto.

Figure 2 is a vertical longitudinal sectional view through the automatic brake valve and governor.

onithejline ll of Figure 3.

inventionis to pro invention resides in certain 'n'ovel construc- 1926. ".Serial N0. 108,603.

Figure 3 is a horizontal sectional view on I the line 3-3 ofFigure 2.

Figure 4 is a detailvertical sectional view Figure 5 is a horizontal sectional view on the line of Figural,- y I i v Referring more particularly to the drawings, the reference numeral-1O designates the main air reservoir'of an air brake systennll theair compressorfor charging'the 7 main reservoir toapredetermined pressure,

and for example, we shall consider that the; 3

maximumair pressure in the tank, is one hundred and ten pounds. The engineers brake: valve is shown in its entiretygas, at 12 and includes a h gh pressure cylinder 13 and a low pressure cyl nder lt within which the respective pistons 15 and 16 areadapted to reciprocate. The said pistons are-connected by a rack bar 17 having a series of V" teeth 18 on one edge thereofand a series of teeth 19 'on the opposite edge." N0rmally,.

thehigh pressure cylinder l3 is charged with an airpressure of one hundred and-tenpounds, or that equal vto the air pressurein the main reservoir, and which cylinderis suppl ed with anyfrom' the main reservoir through; apipe ';line=*2O within which. the

usual electro-pneumatic valve 21 arranged.

An equal amount of pressure is ma intain'ed' behind the. pistons 16 inthellow pressure cylinder l l by reason of a pipe22, {which enters the cylinder rearward. of the-piston 16 and which has communication with the passage 23 through which air from the main reservoir; and cylinderis controlled by 'an; au tomaticrotary valve 24 having ansa-rcuate shaped slot-25'therein for bridgingthe passage 23 a:nd:theentrance. of .the pipe 22,

whereby to establish cemmunication therebe- I tween. I

V Therotary valve has its peripheral, edge providedwith asegment of gear teeth '26 for meshing engagement with theiseries ofteeth 18 ontlie rack barfor imparting rotary motion to the valve upon moyem'ent.

of the rack bar in OPPQSI'CQ d rect ons;

' i From; the. descriptionthus far, it will be seen that when the electro-pneumatic valve is-operated byreason, oflatrain entering a charged block, the solenoidtherein'is deenergized causing the air injthe pres-l sure cylinder to exhaust to the atmosphere "through the port 27 in the casing of said electro-pneumatlc valve. As the pressure in the-high pressure cylinder is exhausted, the air pressure in the low pressure cylinder forces the piston '16 to the dotted position shown in Figure 3 of the drawings, until the piston 16 passes the port 29 therein,

whereupon the pressureis exhausted through the pipe 30, and such pressureis lost there- '1 in due to the closing of the port 23 by the valve 24, thus leaving the piston IG'against the spring 81 for a purpose presently to be set forth.

Simultaneous to the closingv of said port 23, a: second port 32 is opened through an arcuate slot 32" in valve 24 to afford cominunicationbetween the port 32 and the pipe 33 leading from theequalizing reservoir 34, to allow an air reduction of approximately ten pounds therefrom toset the brakes hy permitting the" exhaust of such pressure through the port- 35 to the atmosphere.

The manner and mechanism employed in "conjunction with the equalizing reservoir for applying such braking is well known andtheretore. deemed unnecessary to describe.

-Upen continued rotation of the valve 24,

" Intermediatehthe opening andiclosing of atheports just described, a slot 36 opens communicationbetween' a port 37, supplied with the main reser'voir pressure, anda port 38 Ltically disposed cylinder 40 which'is mounted between the. cylinders 13 and 14. A piston 41 is slidably mounted within said cylinder to deliver pressure for a predetermined period through a pipe 39' to a thirdver- '40 and is connected to a vertical shaft 42 provid'ed with a. key 43; Said shaft and key are slidable vertically and rotatable within 7 a sleeve-portion 44 of the main rotary valve sleeve and actuator 45.

into the body of the actuator to receive the key 43 when the'same has been depressed by f the downward movement of the piston 41 I when the ports 37 a nd'38 actuator-45 for a purposeto be presently described.- The sleeve 44 is slotted as at 46 to receive the key of a gear segment '47 adapted for mesh with the teeth 19 of the rack bar 17 for imparting rotation to the The slot 46 extends I are opened in the manner set forth. p

'The actuator 45 IS PTOVIClQCl with a bearting shoulder 48 for supporting an externally squarecollar 49 adaptedto receive the square op ening'in thei hub 49f of the engineers control handle 50, and said collar is slotted as at 5 1 to receive the portion of the key 43 which extends'throughthe aligned slot 46' to "operaautomatic operation thereof. I

From the description thus far, it will be seen that when the rotary valve 24 is in the position shown in full lines in Figures 2 and 3, the control handle is in operative connection with the main rotary valve 52 and may be manipulated manually independent of the automatic means, to apply the service or emergency brakes in a clear block wherein the electro-pneumatic valve rests in a condi= tion to permit the main reservoir pressure to remain in the cylinder 13. I

At a point/slightly in advance ofthe terminationof-the first'stroke ofpisto'n 16, as far as the spring 31, a slot 54 in the rotary valve 24 is brought into registry with a duct or port 55 which also supplies the main reservoir pressure through said slot 54 to a port 56 and is led through a pipe '56 to what 1 term the split reduction governor 57, the function of which will be presently described.

The main rotary valve 52 is of the usual construction wherein rotation either manu-.f ally or automatically causes registration with the various branch conduits 58 which are in communication with the pipe 59. .to supply the main reservoir pressure 1n various stages to afford the various brake'applh cations from running position to-holding position, service, etc, up to and including emergency. Mounted within the brake valve housing 12 is the equalizing piston 60. This piston is normally. in the position shown in full linesin Figure 2 and the chamber 61 lylng below said piston carries a normal air pressure of one hundred and ten pounds through the medium of the port 62 whichat this time is in communication with the train line pressurethrough the pipe 62. A normal pressure of one hundred and ten pounds is also maintained in the chamber 63 above the piston 60, through the connection64 tapped from tlie main line 65, leading.

from the equalizing reservoir 34. A duct 66 is in communication with the connection 64 and the main rotary valve 52, whereby the same may exhaust ten pounds from the equalizing reservoir by-manual control to effect the usual reductionto set the brakes in a manner sin'iilar to the automatic method previously set forth. 'The pressures below and above the piston are, isolated t'rom each ill:- 7

other and therefore serve to'hold the piston in the normal position shown.

The shank (3704 the piston 60 is bevelled at its lower end as at 68 for co-action with. a seat 69 to provide a valve for controlling the exhaust from the chamber 61, due to variousconditions and variations in pressures, as will be set forth. A rod or stem 70 is suitably secured to the lower extremity of the piston shank 67, and extends downwardly into the go vernor 57 and is pro- I .vided with an upper valve disl; 71 for c'o-f action with a seat 72 n the governor CtIS- brake valve is being manually controlled in' ing and a lower valve disk 7 3 for co-action with a similar seat 74. Aclfsk 75 is so cured to the lower extremity of they stem 70 to coact with an expans ble spring 76 for normally exerting a slight upward pressure to substantially neutralize the piston tov normally .float? between tl iepressures in the chambers 61 and 63. The gravity exerted on'the valve71 through slight weight of. I the piston thereonis sufficient to hold the valve closed against pressure from the pipe 56 by reason of the normalpressure in the chamber-'63. r

It might be herestatedthat when the a clear block, should the emergency brakes beneeded, the engineer moves the brake han- Idle to a, predetermined point to set the scription, the mannerin which the reduction. 30.

brakes and thenallows a lapse of approximately ten seconds to permit the, brakes to effectively receive the emergency application. of the presentinvention to accomplish this same desired split-reduction, automatically,

and it will-be seen from thefollowing degovernor 57 attains this-end.

As previously set-forth, the ports 55 and 56 are opened to. deliver main reservoir where it enters the'slot in the valve 24, which slot bridges the ports 22 and; 23,; The pressure is relieved from the chamber 63,

to cause the tenpoundreduction previously described, to actuate the. .usual triple valve (not shown) to setthebrakes, and it will be seen that such release of pressure in sald chamber will cause the piston t rise,

due'to overbalancing by the greater. pressure in the chamber '61, and lift the valve 71 from its seat to exhaust any standing pressure in the line 30 through the port 8. and closes the valve 7 3 simultaneous? to the opening of the port 56 by the rotory valve 24 whereupon pressure passes through the pipe" 56" to the'lower chamber of the governor. and is there held while the piston 60 is-up. i

- .Upon such upward movement the piston 60, the valve 68 on the piston shank will permit exhaust of pressure through the duct 77 in the neck of the governorand through Therefore, it is one of the objects exhaust opening 78 to reduce pressure in. the" chamber61 equal to the amount. discharged from the chamber 63, and equalizethe pis- 0 to d pr t e sam to ori al re t on and close the valve 7 and open the valve 7 3 56 will pass valve 7 3 and-throughpipe 30 to the central port 29 of'the cylinder 14 and force the piston '16 to. the left-for the,re-

said pistonat the proper point-toremain 1% to the left, the teeth 19 the rackgbar 17 will engage the. gear segment to rotate the same together with theflkey 4 3 through the medium' of its connection thereby the slot46 of the sleeve 4A. As

position to receiveitssecond impulse, immediately upon. the termination of pressure thereto on its first movement as specified. Upon such: second movement of the piston Th reupon, the pressure from the pipe previously explained,- the key the time rotation is imparted thereto,lisdepressedby.

continuous pressure inthe cylinder 40; upon piston 4;], and lies in the slot in the body of the actuator. below the shoulder 48 there'- of, thus disconnecting the control. handle 50 frommanual manipulation of the" main rotaryvalve 52in a clockwise direc'tionfas the .lzey isdepressed as stated, and rotated in a c'ounter clockwise. direction to increase the I brake application to emergency, when the train runs into a restricted block.

It will therefore be. seen'lthat the split reduction governorj57, accomplishesfthe two'- manner as an engineer manuallyeflec'ts such api wa n gear-47 has rotated the key a slight dista nce in itsidepressedposition below the shoulder 4:8, and pressure is therefore relife ved through the port 79 of the cylinder 4O topermitthe. spring 79 to, force the key 43 upward against the vund erfaceorth'e collar h p '1i3 and er ef med by t e valve 24, as to close immediately after-"the,

stagebraking.automatically in the. same 49 of thecontrol handle 50. It will be seen 3 that as the piston 16continues itsmovement to the left, clue; to thepressure remaining key/will continue on its rotation increasing brake application,- butishould theengineer V i be in possession of his full mental faculties and desir'eto manually advance the rotary valve, 52 tov an emergency position. at a more rapid rate than the same is moving auto- {l0 and the spring is forcingthe key 4311p tively, connect valve} 52-. 1 i The engineer thesame with the main grotary matically, he may do .'so-, for as. stated, the.

pressure has been] released in the cylinder M cannot, however, release the .on? until resetas hereinafter explainechthe i wardly and will, snap into the slot v 5,1" of the 1 I collarAQ of thecontrolhandle 50. to opera-Q 75 mainder. of itsstroke againstthev spring 31, the normal function of which' s to position I :thehandle 50is even brought to a positionbrakes while in a: restricted block, for if to receive the key and then turned back in a clockwise direction, the valve 24 will rotate type of train control, but the particular rearwardly only until the slot 36 again opens 'the ports 37 and 38, whereupon pressure will again pass to the cylinder 40 and cause depression of the key in the manner set forth, and due to continuous pressure on the pistonlG, the same will again drive the key counter-clockwise to deliver further apceived thev emergency application plication of brakes until the same have re and stopped the train. Therefore, an engineer canincrease but cannot decrease brake pressure while running in a restricted block.

Limiting lugs 80 are provided on the outer faces of the pistons '13, 14 and 4.0 for preventing same from lapping or closing their respective inlets 20,22 and 39.

From 7 the foregoingdescription, it will be 'seen that when'thedocomotive passes a v danger signal into a charged restricted block, the solenoid of the conventional electro-pneumatic valve will be de-energized to permit exhaust of pressure in the high-pressure cylinder13 through the pipe 20 and port 27 of the electro-pneumatic valve'to the atmosr phere. It might be here stated that n0rinally one hundred and ten pounds pressure is maintained in both cylinders 13' and- 1 1,

: butdue to thelarger diameter of the cylinder "13, the piston 15 holds the piston" 16 and operating mechanism in the position shown in, full lines 1n the'Figure 2. Uponsuch "exhaust fromthe cylinder 13,.the pressure .in the cylinderlt is sufiieient' .to drive the initial setting of brakes,

piston 16 to the left and carry the piston "15 therewith. The movement rotates the K731176724 through its geared connection with the rack barfuntil the valve'2 closes the'- ports 22 and 23 to discontinue pressure and leave the piston 16 against the spring 31. During' the said movement, ports 32 andv 35 register to exhaust the ten pounds of equalizing-reservoir pressure to effect the COincident with said movement of the valve .24, the same opens the ports 37 and 7 S8 to cause depression of the piston 41; to dropfthe key 43 out of alignment with the slots in'tlie'control handle to render'fthe' same inoperative to release theapplied'brake pressure. After said movement. the rotary valve '24. opens the-lead 56 to the split re- 'duction' governor57, wherein pressure is de- 'tained for a period approximating that of manual split reduction," by means. of the 0f the piston 16 against the spring and equalizing piston 60, and upon completion of theautomatic action thereof, said pressure fromjthe pipe 56"will'be fed through the'pipe 30 to cause the second movement simultaneously rotate the depressed key 43,

' release the pressure in the cylinder and effect the second or emergency brake application through the main rotary valve '52 in the usual well-known manner. 7

My improved device is applicable to any type in which my improved device is shown employed, includes a reset contactor whereby the solenoid of the electro-pneumatie valve may be re-energized by manipulation of said reset contactor to reopen the lead from the main reservoir 10 to the high pressure cyl-' inder to return the parts to normal position 7 due to the larger volume of pressure which will overcome the pressure at this'time re maining in the cylinder 14:. The'rcset con;

tactor mentioned is positioned at a point under the locomotive or tender, inaccessible to the engineer until the train has come to a complete stop,,-a1ter which he must dismount to reset the relays which are adapted to open the" circuit and keep the same open,

after thetrain has entered a charged restricted block, until manually reset.

From the foregoing description, it is believed the construction and operation will the present types of locomotives. I

Vfhile I have described what I deem to be the most desirable embodiment of my inveir 'tion, it is obvious that many of the details may be varied without in any way departing from the spirit of my invention, and I therefore do not limit myself to the'exaet details I of construction herein set forth, nor to anyiv thing less than the whole of my invention limited only by the appended claims. I

VVhat-is claimed asnew is 1'. In; an engineers brake valve,'a rotary valve for controlling the actuation ofthe air iii brakes of a train,.a control handle operatively connected with said rotary valve for manually controlling the same, and automatic means for actuating said rotary valve independently of said controlhandle and for disconnecting said (I ODt/IOl handle" from said rotary valve to saidvalve to a release position.

2. In airengineefis brake valve for con trolling the application of the air brakes oi a train, a rotary valve movable to a position to. initially set the brakes and 'movable further to a final position to apply the brakes,

a eontrolhan'dleope-ratively connected with said rotary valve for manually controlling the actuation of said rotary valve,'and automatic" means. for actuating said rotary valve independently of said control handle for, consecutively moving said rotary valve to its initial position and to, said'final-position and prevent manual operation of V foridisconnecting said control handle from said rotary valve to prevent manual operation of said rotary valve to a release position.

3. In an engineers brake valve for controlling the application of the air brakes of a train on the split reduction principle, a rotary valve movable to a position to initi ally set the brakes and movable further to a final position to apply the brakes, a pair of cylinders normally containing an equal amount of pressure, rotary valve actuating means responsive to the pressure in said cylinders, automatic means for reducing the pressure from one cylinder to cause the pressure in the other cylinder to actuate said 4. In combination with the main air reservoir and equalizer air reservoir of an air I brake system, an engineers brake valve ineluding an equalizing piston interposed be tween a pair of chambers, each normally containing an equal amount of air pressure, a

rotary valve, rotary valve actuatingniecha nisin including apair of cylinders normally containing an equal amount of air pressure approximating the air pressure in said main reservoir and said equalizer reservoir, auto-V matic means for reducing the air pressure in one of said cylinders to cause the air pressure in said other cylinder 7 to initially operate said valve actuating mechanism, means responsive to the initial movement of said rotary-valve actuating mechanism for 7 simultaneously exhausting a predetermined amount of air pressure from said equalizer reservoir and trom one of said chambers to 'move said piston upwards, valve means controlled by upward movement'of said piston for releasing a predetermined amount of air pressure from said last mentionedcylinder and from the other of said chambers to cause the pressure in said chambers to equalize to return said piston'to'normal position, and" means forsupplying main reservoir pressure to said last cylinder to further actuate sa d actuating mechanism to move. said rotary valve to a final position substantially as and for the purpose specified. y

-5. In combination with the rotary control valve of an engineers brake valve, a control handle, key means normally positioned to operatively connect said control-handle with' said rotary valve for manually operating the same, and automatic means for actuating means to render said-control handle inoperative. 1 1

said key 6;'In combination with the rotary control valve ofan engineensbrake valve,a control handlefkey means normally positioned to operatively connect said control handle with j said rotary valve for manually 'operatingthe same, and automatic means for actuating said key means to render said control handle inoperative, and automatic means operable upon the actuation of said first means for imparting rotation to said rotary valve.

7. In combination with the rotary valve l of an engineers brake valve,a control handle, a slidable key normally positioned be tween said rotary valve andsaid control handle for operatively connecting the same for manually operating said valve, 'and automatic means for sl ding saidkey out of engagement with said f control handle and into, operative connection with said rotary valve; V i

8, In combination with the rotary valve of, an engineers brakevalve, a control han-' die, a slidable key norinallyvpositioned be tween said rotary valve and said control handle for operatively conne'ctingthe same for in nually operating said valve, and au-' tomatic means for slidingsaid key out of engagement with saidcontrol handle and into operative connection with said rotary valve, said means including a cylinder adapted to be supplied with compressed air, and a plunger connected with said key and V slidable within said cylinderg y '9. In combination with the rotary control valve of an engineers brakevalve, a control handle, key means normally positioned to operatively connect said control handle with 'iooy said rotary valve formanually voperating the same, automatic means for actuating said key means to render said controlhandle inoperative, automatic means operable upon e, I I y the actuation'of saidfirst means for imparting rotation to saidrotary valve, and auto- 'matic meansoperable upon the actuation of movement to said sliding key. 7

said first i means for imparting a turning 10. In combination with the rotary control valve of an engineers brake valve, a control handle, key means normally positioned to operatively connect said control handle with v 7 said rotary valve for manually; operating the same, automatic means for actuating said key meansto render said'control handle in.'-

op-erative, automatic meansfoperable upon V the actuation of said first means forfimparting rotation to said rotary valve, automatic means operable uponthe actuation of said first means for imparting a turningmoviement to said sliding key, "said last auto- ,matic means ncluding'a pair'of spaceda -J ially aligned cylinders "normally containing an equal amount of air pressure-,fa piston in each of said cylinders, a rackbar connecting M V r 1,652,948

said pistons, a gear fixed tosaid sliding key lnent of said rackbar, substantially as and for co-action with said rack bar, and means for the purpose specified. v

for exhausting the air pressurein oneof said In testimony whereof I afiix my signature. cylinders and permitting the air pressure in the other of said cylinders to cause rnove- JOHN S. LONDON. 

